JP6372532B2 - Electric vehicle and control method of electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle including a motor generator for traveling and a method for controlling the electric vehicle.

  In an electric vehicle equipped with a motor generator for traveling, a control target section that satisfies a predetermined condition in a planned travel route is identified, and the state of charge of the power storage device (hereinafter referred to as “SOC (State Of Charge)”) before entering the control target section Also known is a vehicle that changes in advance. For example, in Patent Documents 1 to 3, when it is predicted that there is a traffic congestion section (control target section) on the planned travel route, the traffic congestion section is increased by increasing the SOC of the power storage device before entering the traffic congestion section. It is disclosed that the SOC is largely prevented from decreasing during traveling (see Patent Documents 1 to 3).

JP 2000-134719 A JP 2014-15125 A JP 2010-269712 A JP 2015-19521 A

  The above-described control for changing the SOC of the power storage device in advance before entering the control target section on the planned travel route is started, for example, for the control target section several kilometers ahead. Therefore, the control target section (for example, a traffic jam section) is not yet displayed on the display screen of the navigation device, and a situation may occur where the above control is executed at a timing when the driver cannot grasp the control target section. If it is displayed on the display device that the control is being executed in such a situation, the driver may feel uncomfortable.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide an electric vehicle capable of executing control to change the SOC of the power storage device in advance before entering the control target section in the planned travel route. It is to reduce the driver's uncomfortable feeling about the display related to the control.

  The electric vehicle according to the present disclosure includes a power storage device, a motor generator, a control device, and a display device. The motor generator is configured to be able to generate travel driving force using electric power stored in the power storage device and to be capable of regenerative power generation. The control device specifies a control target section that satisfies a predetermined condition on the planned travel route, and executes charge state control (SOC control) in which the SOC of the power storage device is changed in advance before entering the control target section. The display device displays that the SOC control is being executed. After the SOC control is started, the control device hides that the SOC control is being executed until the distance to the start point of the control target section falls below a predetermined distance (Ddsp). When the distance to the start point of the control target section is less than the predetermined distance, the display device is controlled to display that the SOC control is being executed.

  In this electric vehicle, SOC control for changing the SOC of the power storage device in advance before entering the control target section is executed, and the display device displays that the SOC control is being executed. It can be recognized that the SOC of the power storage device is changed by the execution of the control. Further, in this electric vehicle, after the SOC control is started, until the distance to the start point of the control target section falls below a predetermined distance, it is not displayed that the SOC control is being performed on the display device. . As a result, in a situation where the driver cannot grasp the control target section because the control target section is still far away, it is not displayed that the SOC control is being performed, and the start point of the control target section is not displayed. When the distance falls below the predetermined distance, the driver can grasp the control target section, and the display on the display device can be started. Therefore, according to this electric vehicle, it is possible to reduce a driver's uncomfortable feeling with respect to an indication that the SOC control is being executed.

  Further, the control device uses the traffic jam information updated at a predetermined time interval to identify a traffic jam section satisfying a predetermined condition on the planned travel route as a control target zone, and before entering the traffic jam section, the power storage device SOC control (congestion SOC control) is started so as to increase the SOC of the vehicle. Then, after the traffic jam SOC control is started, the control device hides that the traffic jam SOC control is being executed until the distance to the start point of the traffic jam section falls below a predetermined distance. Control.

  Since the traffic jam information is updated at predetermined time intervals, the start timing of the traffic jam SOC control may vary due to the delay in specifying the traffic jam section. In this electric vehicle, even if the start timing of the traffic jam SOC control varies, the display device is not displayed until the distance to the start point of the traffic jam section falls below a predetermined distance, and the distance to the traffic jam zone start point is predetermined. Display on the display device is started at a timing below the distance. Therefore, according to this electric vehicle, even if the start timing of the traffic jam SOC control varies, the variation in the display start timing of the display device can be suppressed, and the driver's uncomfortable feeling can be reduced.

  In addition, the control device identifies a downhill section that satisfies a predetermined condition in the planned traveling route as a control target section using map information including information regarding a road gradient, and stores power before entering the downhill section. SOC control (downhill SOC control) is started so as to lower the SOC of the apparatus. Then, after the downhill SOC control is started, the control device does not display that the downhill SOC control is being executed until the distance to the start point of the downhill section falls below a predetermined distance. Control the display device.

  In addition, the control device identifies an uphill section that satisfies a predetermined condition in the planned traveling route as a control target section using map information including information regarding a road gradient, and stores power before entering the uphill section. SOC control (uphill SOC control) is started so as to increase the SOC of the apparatus. Then, after the uphill SOC control is started, the control device does not display that the uphill SOC control is being executed until the distance to the start point of the uphill section falls below a predetermined distance. Control the display device.

  In these electric vehicles, when the downhill section (or uphill section) is still far away and the driver cannot grasp the downhill section (or uphill section), the downhill SOC control (uphill section) (Slope SOC control) is not executed, and the distance to the starting point of the downhill section (or uphill section) is below a predetermined distance, so that the driver can select the downhill section (or uphill section). It becomes possible to start the display of the display device after the situation can be grasped. Therefore, according to this electric vehicle, it is possible to reduce a driver's uncomfortable feeling with respect to an indication that downhill SOC control (uphill SOC control) is being executed.

  Further, even when the display device is requested to display the next SOC control at the end of the SOC control, the control device is executing the SOC control until a predetermined period elapses after the SOC control ends. The display device is controlled so that it is not displayed. And after a predetermined period passes, a control apparatus controls a display apparatus so that the said display of a display apparatus may be started.

  When the display for the next SOC control is immediately started at the end of the SOC control, the display is continued despite passing the control target section (congestion section or downhill / uphill section). The driver may feel uncomfortable. In this electric vehicle, since the fact that the SOC control is being executed is not displayed until the predetermined period elapses after the completion of the SOC control, the driver must have completed the first SOC control normally. Can be recognized. Therefore, according to this electric vehicle, the driver's uncomfortable feeling when the SOC control is continued can be reduced.

  The control method of the present disclosure is a method for controlling an electric vehicle, and the electric vehicle includes a power storage device, a motor generator, and a display device. The motor generator is configured to be able to generate travel driving force using electric power stored in the power storage device and to be capable of regenerative power generation. The control method includes a step of specifying a control target section that satisfies a predetermined condition in the scheduled travel route, and a step of executing a charge state control (SOC control) for changing the SOC of the power storage device in advance before entering the control target section. including. The display device displays that the SOC control is being executed. Then, after the SOC control is started, the control method hides that the SOC control is being executed until the distance to the start point of the control target section falls below a predetermined distance (Ddsp). The method further includes the step of controlling the display device so as to display that the SOC control is being executed when the distance to the starting point is less than the predetermined distance.

  By such a control method, in a situation in which the driver cannot grasp the control target section because the control target section is still far away, the fact that the SOC control is being executed is hidden and the start of the control target section is started. The display on the display device can be started after the driver can grasp the control target section when the distance to the point falls below the predetermined distance. Therefore, according to this control method, it is possible to reduce a driver's uncomfortable feeling with respect to an indication that the SOC control is being executed.

  According to the present disclosure, in an electric vehicle capable of executing SOC control in which the SOC of the power storage device is changed in advance before entering the control target section on the planned travel route, the driver's discomfort with respect to the display related to the SOC control is reduced. Can do.

1 is an overall configuration diagram of a vehicle according to a first embodiment. It is the block diagram which showed the detailed structure about HV-ECU, various sensors, and a navigation apparatus. It is a flowchart explaining the process sequence of the traveling control performed by HV-ECU. It is the figure which showed an example of the calculation method of charging / discharging request | requirement power. It is a figure for demonstrating traffic congestion SOC control. It is a figure for demonstrating downhill SOC control. It is a figure for demonstrating uphill SOC control. It is the figure which showed an example of the display state of the HMI apparatus during execution of SOC control. It is a figure explaining the relationship between the execution start timing of SOC control, and the display start timing of SOC control in an HMI apparatus. It is a flowchart explaining the process sequence of traffic jam SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S115 of FIG. It is a flowchart explaining the process sequence of the downhill SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S315 of FIG. It is a flowchart explaining the process sequence of the uphill SOC control performed by HV-ECU. It is a flowchart explaining an example of the control object search process performed in step S515 of FIG. It is a figure explaining the display area of SOC control in an HMI device in case SOC control is performed continuously. 10 is a flowchart for explaining a processing procedure of traffic jam SOC control executed by the HV-ECU in the second embodiment. It is a flowchart which shows the procedure of the process which turns off a display prohibition flag by HV-ECU. 6 is a flowchart illustrating a processing procedure for downhill SOC control executed by the HV-ECU in the second embodiment. 6 is a flowchart for explaining a processing procedure of uphill SOC control executed by the HV-ECU in the second embodiment. 12 is a flowchart showing a procedure of a display prohibition flag OFF process executed by the HV-ECU in a modification of the second embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall configuration diagram of a vehicle 1 according to the first embodiment. Referring to FIG. 1, vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as “first MG”) 20, a second motor generator (hereinafter referred to as “second MG”) 30, and power. A dividing device 40, a PCU (Power Control Unit) 50, a power storage device 60, and drive wheels 80 are provided.

  The vehicle 1 is a hybrid vehicle that travels by at least one of the power of the engine 10 and the power of the second MG 30. Note that, in the present disclosure, the case where the vehicle 1 is a hybrid vehicle will be representatively described. However, a vehicle to which the present disclosure can be applied may be an electric vehicle including a motor generator for traveling. It is not limited.

  The engine 10 is an internal combustion engine that outputs power by converting combustion energy generated when an air-fuel mixture is burned into kinetic energy of a moving element such as a piston or a rotor. Power split device 40 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 40 splits the power output from engine 10 into power for driving first MG 20 and power for driving drive wheels 80.

  First MG 20 and second MG 30 are AC motors, for example, three-phase AC synchronous motors in which permanent magnets are embedded in a rotor. The first MG 20 is mainly used as a generator driven by the engine 10 via the power split device 40. The electric power generated by first MG 20 is supplied to second MG 30 or power storage device 60 via PCU 50.

  Second MG 30 mainly operates as an electric motor and drives drive wheels 80. Second MG 30 is driven by receiving at least one of the electric power from power storage device 60 and the generated electric power of first MG 20, and the driving force of second MG 30 is transmitted to driving wheels 80. On the other hand, the second MG 30 operates as a generator to perform regenerative power generation when braking the vehicle 1 or reducing acceleration on a downhill. The electric power generated by second MG 30 is collected by power storage device 60 via PCU 50.

  PCU 50 converts the DC power received from power storage device 60 into AC power for driving first MG 20 and second MG 30. PCU 50 converts AC power generated by first MG 20 and second MG 30 into DC power for charging power storage device 60. PCU 50 includes, for example, two inverters provided corresponding to first MG 20 and second MG 30, and a converter that boosts a DC voltage supplied to each inverter to a voltage higher than that of power storage device 60.

  Power storage device 60 is a rechargeable DC power source, and includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Power storage device 60 is charged by receiving power generated by at least one of first MG 20 and second MG 30. Then, power storage device 60 supplies the stored power to PCU 50. An electric double layer capacitor or the like can also be used as the power storage device 60.

  In addition, the power storage device 60 is provided with a voltage sensor, a current sensor, and a temperature sensor that detect the voltage, input / output current, and temperature of the power storage device 60, and the detection values of each sensor are output to the BAT-ECU 110. .

  The vehicle 1 further includes an HV-ECU (Electronic Control Unit) 100, a BAT-ECU 110, various sensors 120, a navigation device 130, and an HMI (Human Machine Interface) device 140.

  FIG. 2 is a block diagram showing a detailed configuration of the HV-ECU 100, the various sensors 120, and the navigation device 130. Referring to FIG. 2 together with FIG. 1, HV-ECU 100, BAT-ECU 110, navigation device 130, and HMI device 140 are configured to communicate with each other through CAN (Controller Area Network) 150.

  The various sensors 120 include an accelerator pedal sensor 122, a vehicle speed sensor 124, a brake pedal sensor 126, and the like. The accelerator pedal sensor 122 detects an accelerator pedal operation amount (hereinafter also referred to as “accelerator opening”) ACC by the user. The vehicle speed sensor 124 detects the vehicle speed VS of the vehicle 1. The brake pedal sensor 126 detects a brake pedal operation amount BP by the user. Each of these sensors outputs a detection result to HV-ECU 100.

  The HV-ECU 100 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and an input / output port for inputting and outputting various signals. (Not shown) and the like, and predetermined arithmetic processing is executed based on information stored in a memory (ROM and RAM) and information from various sensors 120. And HV-ECU100 controls each apparatus, such as the engine 10, PCU50, the navigation apparatus 130, and the HMI apparatus 140, based on the result of a calculation process.

  Further, in cooperation with the navigation device 130, the HV-ECU 100 identifies a control target section (a traffic jam section or a downhill / uphill section) that satisfies a predetermined condition in the planned travel route of the vehicle 1, and the identified Before entering the control target section, “SOC control” is executed in which the SOC of the power storage device 60 is changed in advance according to the control target section.

  In the following, the control target section is also simply referred to as “control target”. Further, when the control target is a traffic jam section, the SOC control is referred to as “congestion SOC control”, and when the control target is a downhill section, the SOC control is referred to as “downhill SOC control”. When is an uphill section, the SOC control is referred to as “uphill SOC control”. Further, the traffic jam SOC control, the downhill SOC control, and the uphill SOC control may be simply referred to as “SOC control”. Various controls including the SOC control executed by the HV-ECU 100 will be described in detail later.

  The BAT-ECU 110 also includes a CPU, a ROM, a RAM, an input / output port, and the like (all not shown), and calculates the SOC of the power storage device 60 based on the input / output current and / or voltage detection value of the power storage device 60. . The SOC is, for example, the current storage amount with respect to the full charge capacity of the storage device 60 expressed as a percentage. Then, BAT-ECU 110 outputs the calculated value of SOC to HV-ECU 100. Note that the HV-ECU 100 may calculate the SOC.

  The navigation device 130 includes a navigation ECU 132, a map information database (DB) 134, a GPS (Global Positioning System) receiving unit 136, and a traffic information receiving unit 138.

  The map information DB 134 is configured by a hard disk drive (HDD) or the like, and stores map information. The map information includes data on “nodes” indicating intersections, “links” connecting the nodes, and “facility” (buildings, parking lots, etc.) along the links. Each node is accompanied by node position information, and each link is accompanied by road section gradient information (average gradient values, elevations at both ends of the link, etc.) and distance information. ing.

  The GPS receiving unit 136 acquires the current position of the vehicle 1 based on a signal (radio wave) from a GPS satellite (not shown), and outputs a signal indicating the position to the navigation ECU 132.

  The traffic information receiving unit 138 receives road traffic information (for example, VICS (registered trademark) information) provided by FM multiplex broadcasting or the like. This road traffic information includes at least traffic jam information, and may also include other traffic regulation information, speed regulation information, parking lot information, and the like. This road traffic information is updated, for example, every 5 minutes.

  The navigation ECU 132 includes a CPU, a ROM, a RAM, an input / output port (not shown), and the like. Based on various information and signals received from the map information DB 134, the GPS receiving unit 136, and the traffic information receiving unit 138, the navigation ECU 132 The position, surrounding map information, traffic jam information, and the like are output to the HMI device 140 and the HV-ECU 100.

  In addition, when the destination of the vehicle 1 is input by the user in the HMI device 140, the navigation ECU 132 searches for a route (scheduled travel route) from the current position of the vehicle 1 to the destination based on the map information DB 134. This scheduled travel route is configured by a set of nodes and links from the current position of the vehicle 1 to the destination. Then, navigation ECU 132 outputs a search result (a set of nodes and links) from the current position of vehicle 1 to the destination to HMI device 140. In response to a request from the HV-ECU 100, the navigation ECU 132 outputs route information within a predetermined range (for example, 10 km) from the current position to the HV-ECU 100 in the search result of the planned travel route. This route information is used for SOC control in the HV-ECU 100 (described later).

  The HMI device 140 is a device that provides information for supporting driving of the vehicle 1 to a passenger (typically a driver). The HMI device 140 is typically a display (visual information display device) provided in the vehicle 1 and includes a speaker (auditory information output device) and the like. The HMI device 140 provides various information to the user by outputting visual information (graphic information, character information), auditory information (voice information, sound information), and the like.

  Further, the HMI device 140 functions as a display for the navigation device 130. That is, the HMI device 140 receives the current position of the vehicle 1 and its surrounding map information and traffic jam information from the navigation device 130 through the CAN 150, and displays the current position of the vehicle 1 together with the map information and traffic jam information of the surrounding area. .

  The HMI device 140 also operates as a touch panel that can be operated by the user. The user touches the touch panel to change the scale of the displayed map or input the destination of the vehicle 1, for example. can do. When the destination is input in the HMI device 140, the location information of the destination is transmitted to the navigation device 130 through the CAN 150.

  As described above, the navigation ECU 132 responds to the request from the HV-ECU 100 (for example, every minute), and information within a predetermined range (for example, 10 km) from the current position in the planned travel route (for example, “scheduled travel route information”). Is output to the HV-ECU 100. When the HV-ECU 100 acquires the planned travel route information from the navigation ECU 132, the HV-ECU 100 searches for a control target (congestion section, downhill section, or uphill section) on which the SOC control is to be executed based on the planned travel path information. To do. And when there exists a control object which should perform SOC control, HV-ECU100 performs SOC control (congestion SOC control, downhill SOC control, or uphill SOC control) corresponding to the searched control object. . This point will be described in detail later for each control target.

  Hereinafter, the travel control of the vehicle 1 executed by the HV-ECU 100 will be described prior to the detailed description of the SOC control.

<Running control>
FIG. 3 is a flowchart for explaining the procedure of travel control executed by the HV-ECU 100. A series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when, for example, the system switch of the vehicle 1 is turned on.

  Referring to FIG. 3, HV-ECU 100 obtains detected values of accelerator opening degree ACC and vehicle speed VS from accelerator pedal sensor 122 and vehicle speed sensor 124, respectively, and calculates the calculated value of SOC of power storage device 60 from BAT-ECU 110. Obtain (step S10).

  Next, the HV-ECU 100 calculates a required torque Tr for the vehicle 1 based on the acquired detected values of the accelerator opening ACC and the vehicle speed VS (step S15). For example, a map showing the relationship between the accelerator opening ACC, the vehicle speed VS, and the required torque Tr is prepared in advance and stored in the ROM of the HV-ECU 100, and the accelerator opening ACC and the vehicle speed are stored using the map. The required torque Tr corresponding to the detected value of VS can be calculated. Then, the HV-ECU 100 calculates the traveling power Pd (required value) of the vehicle 1 by multiplying the calculated required torque Tr by the vehicle speed VS (step S20).

  Subsequently, HV-ECU 100 calculates charge / discharge required power Pb for power storage device 60 (step S25). This charge / discharge required power Pb is calculated based on the difference ΔSOC between the SOC (actual value) of power storage device 60 and its target. When the charge / discharge required power Pb is a positive value, it indicates that the power storage device 60 is required to be charged, and when the charge / discharge required power Pb is a negative value, the power storage device 60 is discharged. Indicates that is required.

  FIG. 4 is a diagram illustrating an example of a method for calculating the required charge / discharge power Pb. Referring to FIG. 4, when the difference ΔSOC between the SOC (actual value) of power storage device 60 and the target SOC indicating the SOC control target is a positive value (SOC> target SOC), charge / discharge required power Pb is It becomes a negative value (discharge request), and the absolute value of charge / discharge request power Pb increases as the absolute value of ΔSOC increases. On the other hand, when ΔSOC is a negative value (SOC <target SOC), charge / discharge required power Pb becomes a positive value (charge request), and the absolute value of charge / discharge required power Pb increases as the absolute value of ΔSOC increases. . In this example, when the absolute value of ΔSOC is small, a dead zone in which the charge / discharge required power Pb is 0 is provided.

  Referring to FIG. 3 again, HV-ECU 100, as shown in the following equation (1), travel power Pd calculated in step S20, charge / discharge required power Pb calculated in step S25, and predetermined power Is calculated as the required engine power Pe required for the engine 10 (step S30).

Pe = Pd + Pb + Ploss (1)
Next, the HV-ECU 100 determines whether or not the calculated engine required power Pe is larger than a predetermined engine start threshold value Peth (step S35). The engine start threshold value Peth is set to a value at which the engine 10 can be operated with an operation efficiency higher than a predetermined operation efficiency.

  If it is determined in step S35 that engine required power Pe is greater than threshold value Peth (YES in step S35), HV-ECU 100 controls engine 10 to start engine 10 (step S40). If the engine 10 is already in operation, this step is skipped. Then, HV-ECU 100 controls engine 10 and PCU 50 so that vehicle 1 travels using outputs from both engine 10 and second MG 30. That is, vehicle 1 performs hybrid travel (HV travel) using the outputs of engine 10 and second MG 30 (step S45).

  On the other hand, when it is determined in step S35 that engine required power Pe is equal to or less than threshold value Peth (NO in step S35), HV-ECU 100 controls engine 10 to stop engine 10 (step S50). . If the engine 10 is already stopped, this step is skipped. Then, HV-ECU 100 controls PCU 50 so that vehicle 1 travels using only the output of second MG 30. That is, vehicle 1 performs electric motor travel (EV travel) using only the output of second MG 30 (step S55).

  Although not particularly illustrated, HV-ECU 100 forcibly causes engine 10 to be operated even when engine required power Pe is equal to or less than engine start threshold value Peth when the SOC of power storage device 60 has decreased to lower limit value SL. The engine 10 is controlled to start, and the forced charging of the power storage device 60 by the first MG 20 is executed. On the other hand, when the SOC of power storage device 60 rises to upper limit value SU, HV-ECU 100 sets upper limit power Win indicating the upper limit value of input power to power storage device 60 to 0 or the like. Suppress charging.

  In the above, when the SOC (actual value) is higher than the target SOC (ΔSOC> 0), the charge / discharge required power Pb becomes a negative value, so that the engine is compared with the case where the SOC is controlled to the target SOC. It will be understood that the engine 10 becomes difficult to start when the required power Pe decreases. As a result, the discharge of power storage device 60 is promoted, and the SOC tends to decrease.

  On the other hand, when the SOC is lower than the target SOC (ΔSOC <0), the charge / discharge required power Pb becomes a positive value, and therefore the engine required power Pe is larger than when the SOC is controlled to the target SOC. Thus, it is understood that the engine 10 is easily started. As a result, charging of the power storage device 60 is promoted, and the SOC tends to increase.

  Next, SOC control executed by the HV-ECU 100 will be described. As described above, the SOC control executed by the HV-ECU 100 includes (1) “congestion SOC control” executed when there is a traffic jam section as a control target in the planned travel route, and (2) planned travel route. "Downhill SOC control" executed when there is a downhill section as a control target in (3), (3) "Uphill SOC control" executed when an uphill section as a control target exists in the planned travel route There is. Hereinafter, each SOC control will be described in order.

<Congestion SOC control>
FIG. 5 is a diagram for explaining the traffic jam SOC control. Referring to FIG. 5, the horizontal axis indicates each point on the planned travel route of vehicle 1. In the illustrated example, sections 1 to 8 (link 1 to link 8) of the planned travel route are shown, and a connection point between adjacent sections is a node. In this example, sections 1 to 8 are assumed to be flat roads. The vertical axis represents the SOC of power storage device 60.

  The HV-ECU 100 acquires the current position of the vehicle 1, planned travel route information, and road traffic information (congestion information) from the navigation device 130, and based on these pieces of information, a congested segment ( Search for the target traffic jam section. For example, when a traffic jam of a predetermined length or longer has occurred within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route, the HV-ECU 100 identifies the traffic jam section as the target traffic jam section. FIG. 5 shows a case where the control target (target traffic jam section) is searched at the point P10 and the sections 4 to 6 are identified as the target traffic jam section.

  Solid line L11 indicates the target SOC of power storage device 60. A solid line L12 indicates the transition of the SOC when the traffic jam SOC control is executed, and the dotted line L13 indicates the transition of the SOC when the traffic jam SOC control is not executed as a comparative example.

  HV-ECU 100 sets the target SOC of power storage device 60 to Sn during normal travel (when SOC control is not executed) (for example, section 1 and sections 7 and 8). If the vehicle 1 enters the traffic jam section (section 4 to section 6) while the SOC of the power storage device 60 is controlled to Sn, the EV travel is dominant due to the low travel power in the traffic jam section, so the SOC is Decrease from Sn (dotted line L13). When the SOC decreases to the lower limit SL at the point P15a during travel in the traffic jam section (underflow occurs), the engine 10 is forcibly started even in a situation where the engine 10 cannot be operated at the optimum operating point. Power storage device 60 is forcibly charged by 1MG 20. Such forced charging is performed in order to avoid underflow and suppress deterioration of power storage device 60.

  Therefore, in the vehicle 1 according to this embodiment, when the target traffic congestion section (section 4 to section 6) is specified and the vehicle 1 reaches a point P11a that is a predetermined first distance before the start point P13 of the target traffic congestion section, The HV-ECU 100 changes the target SOC from Sn to Sh higher than Sn (solid line L11). Then, the SOC becomes lower than the target SOC (ΔSOC <0), as described above, charging of power storage device 60 is promoted, and the SOC increases (solid line L12 in sections 2 and 3).

  Note that the first distance is set to a sufficient distance to bring the SOC closer to Sh before the vehicle 1 reaches the start point P13 of the target traffic jam section. In FIG. 5, the SOC has increased to Sh before the vehicle 1 reaches the start point P13 of the target congestion section. Accordingly, the SOC is prevented from decreasing to the lower limit value SL during traveling in the target traffic jam section (section 4 to section 6), and the forced charging of the power storage device 60 that can be performed in a state where the operation efficiency of the engine 10 is low is suppressed. Is done.

  When the vehicle 1 reaches the end point P16 of the target traffic jam section, the HV-ECU 100 ends the traffic jam SOC control, and returns the target SOC from Sh to Sn. The section from the point P11a (the start point of the traffic jam SOC control) where the target SOC is changed from Sn to Sh to the start point P13 of the target traffic jam zone is also referred to as a “precharge zone”. Further, a section (a section in which the target SOC is changed from Sn to Sh) that is a combination of the precharge section and the target congestion section is also referred to as a “congestion SOC control section”.

<Downhill SOC control>
FIG. 6 is a diagram for explaining the downhill SOC control. Referring to FIG. 6, the horizontal axis indicates each point on the planned travel route of vehicle 1. Also in the example shown in FIG. 6, similarly to FIG. 5, sections 1 to 8 of the planned travel route are shown. The vertical axis indicates the altitude of the road in each section and the SOC of the power storage device 60.

  The HV-ECU 100 acquires the current position and planned travel route information of the vehicle 1 from the navigation device 130, and searches for a downhill section (target downhill section) to be controlled by the downhill SOC control based on the information. To do. For example, when there is a downhill having a predetermined elevation difference within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route and having a predetermined length or more, the HV-ECU 100 selects the downhill section. Identified as the target downhill section. FIG. 6 shows a case where the search for the control target (target downhill section) is performed at the point P20 and the sections 4 to 6 are identified as the target downhill sections.

  Solid line L21 indicates the target SOC of power storage device 60. A solid line L22 indicates a transition of the SOC when the downhill SOC control is executed, and a dotted line L23 indicates a transition of the SOC when the downhill SOC control is not executed as a comparative example.

  As described above, during normal running, the target SOC of power storage device 60 is set to Sn (section 1 and sections 7 and 8). If the vehicle 1 enters the downhill section (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to Sn, the regenerative power generation is performed by the second MG 30 in the downhill section, thereby charging the power storage apparatus 60. Therefore, the SOC rises from Sn (dotted line L23). When the SOC increases to the upper limit value SU at the point P25a during traveling in the downhill section (occurrence of overflow), the electric power regenerated by the second MG 30 in spite of traveling on the downhill is supplied to the power storage device 60. The energy that cannot be stored is discarded, and the recoverable energy is discarded, and the deterioration of the power storage device 60 can be promoted.

  Therefore, in the vehicle 1 according to this embodiment, the target downhill section (section 4 to section 6) is specified, and the vehicle 1 arrives at a point P21a that is a predetermined second distance before the start point P23 of the target downhill section. Then, the HV-ECU 100 changes the target SOC from Sn to Sd lower than Sn (solid line L21). Thereby, the SOC becomes higher than the target SOC (ΔSOC> 0), and as described above, the discharge of power storage device 60 is promoted, and the SOC decreases (solid line L22 in sections 2 and 3).

  Note that the second distance is set to a sufficient distance to bring the SOC closer to Sd before the vehicle 1 reaches the start point P23 of the target downhill section. In FIG. 6, the SOC has decreased to Sd before the vehicle 1 reaches the start point P23 of the target downhill section. This suppresses the SOC from rising to the upper limit value SU during traveling in the target downhill section (section 4 to section 6), and suppresses deterioration of the power storage device 60 and fuel consumption reduction due to discarding recoverable energy. The

  When the vehicle 1 reaches the end point P26 of the target downhill section, the HV-ECU 100 ends the downhill SOC control and returns the target SOC from Sd to Sn. Note that the section from the point P21a (downhill SOC control start point) where the target SOC is changed from Sn to Sd to the start point P23 of the target downhill section is also referred to as a “pre-use section”. Further, a section (a section in which the target SOC is changed from Sn to Sd) including the pre-use section and the target downhill section is also referred to as a “downhill SOC control section”.

<Uphill SOC control>
FIG. 7 is a diagram for explaining the uphill SOC control. Referring to FIG. 7, the horizontal axis indicates each point on the planned travel route of vehicle 1. Also in the example shown in FIG. 7, similarly to FIG. 5, sections 1 to 8 of the planned travel route are shown. The vertical axis indicates the altitude of the road in each section and the SOC of the power storage device 60.

  The HV-ECU 100 acquires the current position and planned travel route information of the vehicle 1 from the navigation device 130, and searches for an uphill section (target uphill section) to be controlled by the uphill SOC control based on the information. To do. For example, when there is an uphill having a predetermined elevation difference within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route and having a predetermined length or more, the HV-ECU 100 selects the uphill section. Identified as the target uphill section. FIG. 7 shows a case where a search for a control target (target uphill section) is performed at the point P30 and the sections 4 to 6 are identified as target uphill sections.

  Solid line L31 indicates the target SOC of power storage device 60. A solid line L32 indicates a transition of the SOC when the uphill SOC control is executed, and a dotted line L33 indicates a transition of the SOC when the uphill SOC control is not executed as a comparative example.

  As described above, during normal running, the target SOC of power storage device 60 is set to Sn (section 1 and sections 7 and 8). If the vehicle 1 enters the uphill section (section 4 to section 6) while the SOC of the power storage apparatus 60 is controlled to Sn, a large traveling power is required in the uphill section and is stored in the power storage apparatus 60. Since the remaining power is consumed by the second MG 30, the SOC decreases from Sn (dotted line L33). Then, when the SOC decreases to the lower limit SL at the point P35a during traveling in the uphill section (occurrence of underflow), the engine 10 is operated so as to output larger power outside the optimum operating point, and according to the first MG 20 Power storage device 60 is forcibly charged.

  Therefore, in the vehicle 1 according to this embodiment, the target uphill section (section 4 to section 6) is specified, and the vehicle 1 reaches a point P31a that is a predetermined third distance before the start point P33 of the target uphill section. Then, the HV-ECU 100 changes the target SOC from Sn to Sh higher than Sn (solid line L31). As a result, the SOC is lower than the target SOC (ΔSOC <0), and as described above, charging of power storage device 60 is promoted and the SOC increases (solid line L32 in sections 2 and 3).

  In the above description, the target SOC is changed from Sn to Sh as in the case where the traffic jam SOC control is executed. However, the target SOC executing the uphill SOC control is executing the traffic jam SOC control. It may be different from the target SOC. Further, the third distance is set to a distance sufficient to bring the SOC closer to Sd before the vehicle 1 reaches the start point P33 of the target uphill section. In FIG. 7, the SOC has increased to Sh before the vehicle 1 reaches the start point P33 of the target uphill section. This suppresses the SOC from decreasing to the lower limit SL during traveling in the target uphill section (section 4 to section 6), and the forced charging of the power storage device 60 that can be performed in a state where the operating efficiency of the engine 10 is low. It is suppressed.

  When the vehicle 1 reaches the end point P36 of the target uphill section, the HV-ECU 100 ends the uphill SOC control and returns the target SOC from Sh to Sn. The section from the point P31a where the target SOC is changed from Sn to Sh (the start point of the uphill SOC control) to the start point P33 of the target uphill section is a “precharge section”, and the precharge section and the target ascent A section combined with the slope section (section in which the target SOC is changed from Sn to Sh) is also referred to as an “uphill SOC control section”.

<Display control with SOC control>
During execution of the SOC control, the HV-ECU 100 controls the HMI device 140 to display that the SOC control is being executed. Accordingly, the driver can recognize that the SOC of power storage device 60 has been changed by performing the SOC control.

  FIG. 8 is a diagram illustrating an example of a display state of the HMI device 140 during execution of the SOC control. Referring to FIG. 8, the icon 142 indicates that the precharge control is being performed during execution of the traffic jam SOC control or the uphill SOC control in which the target SOC is changed from Sn to Sh higher than Sn. Is displayed. On the other hand, the icon 144 is displayed on the HMI device 140 as “pre-use control” during execution of the downhill SOC control in which the target SOC is changed from Sn to Sd lower than Sn. Icon 146 indicates the SOC of power storage device 60 in order to visually indicate a change in SOC due to the SOC control.

  Referring to FIGS. 5 to 7 again, the SOC control (congestion SOC control, downhill SOC control, or uphill SOC control) is, for example, a control target (target congestion section, target downhill section, or target several kilometers away). Uphill section).

  Therefore, a situation in which the SOC control is executed at a timing when the control target (for example, a traffic jam section) is not yet displayed on the map of the HMI device 140 and the driver cannot grasp the control target may occur. In such a situation, if the icon 142 or the icon 144 (FIG. 8) indicating that the SOC control is being executed is displayed on the HMI device 140, the driver may feel uncomfortable.

  Therefore, in the vehicle 1 according to the first embodiment, after the SOC control is started, until the distance from the current position of the vehicle 1 to the start point of the control target falls below a predetermined distance, the HMI device 140 executes the SOC control. The medium is not displayed. Specifically, the icons 142 and 144 are not displayed on the HMI device 140. As a result, in a situation where the control target is still far away and the driver cannot grasp the control target, the fact that the SOC control is being executed is not displayed, and the distance to the start point of the control target section is predetermined. It is possible to start displaying that the SOC control is being performed in the HMI device 140 (display of the icon 142 or the icon 144) after the driver can grasp the control target by falling below the distance. Become. Therefore, according to this vehicle 1, it is possible to reduce the driver's uncomfortable feeling with respect to an indication that the SOC control is being executed.

  FIG. 9 is a diagram for explaining the relationship between the SOC control execution start timing and the SOC control display start timing in the HMI device 140. In FIG. 9, the traffic jam SOC control described in FIG. 5 is representatively described. However, the downhill SOC control and the uphill SOC control described in FIGS. Can do.

  Referring to FIG. 9, the horizontal axis indicates each point on the planned travel route of vehicle 1. A section from the point P13 to the point P16 is a control target (target traffic jam section) of the traffic jam SOC control. The distance dtag indicates the distance from the point P10 that is the current position of the vehicle 1 to the start point P13 of the target traffic jam section. The distance dend indicates the distance from the current position (point P10) of the vehicle 1 to the end point P16 of the target traffic jam section.

  When the distance dtag is less than the predetermined distance Dsoc, the traffic jam SOC control is started. That is, the point P11a that is a distance Dsoc before the start point P13 of the target traffic jam section indicates the execution start timing of the traffic jam SOC control. This distance Dsoc is set to a sufficient distance (for example, 5 km) to bring the SOC closer to Sh (FIG. 5) until the vehicle 1 reaches the start point P13 of the target traffic jam section.

  Then, after the traffic congestion SOC control is started, when the distance dtag falls below the predetermined distance Ddsp (Ddsp <Dsoc), the HMI device 140 indicates that the traffic congestion SOC control is being executed (icon 142 (FIG. 8)). Display) is started. That is, the point Pdsp that is a predetermined distance Ddsp before the start point P13 of the target traffic jam section indicates the display start timing of the traffic jam SOC control. The predetermined distance Ddsp is a distance at which the driver can recognize the target traffic jam section in the HMI device 140, for example, a distance at which the target traffic jam section can be displayed together with the current position of the vehicle 1 on the map displayed on the HMI device 140 ( For example, it is preferably 2 to 3 km). The predetermined distance Ddsp may be changed according to the scale of the map displayed on the HMI device 140.

  The display control as described above is useful for each of the traffic jam SOC control, the downhill SOC control, and the uphill SOC control, but is particularly effective for the traffic jam SOC control. That is, since the road traffic information (congestion information) acquired in the navigation device 130 is updated at a predetermined time interval (for example, every 5 minutes), the update cycle (5 minutes) of the road traffic information and the target congestion section are maximum. There may be a delay in specifying the target traffic jam section for the total time of the search period (for example, 1 minute). For this reason, there is a possibility that the execution start timing of the traffic jam SOC control determined based on the start point of the target traffic jam section may vary, but the HV-ECU 100 starts from the start point of the target traffic jam section after the traffic jam SOC control is started. The HMI device 140 displays that the traffic congestion SOC control is being executed at the timing when the vehicle 1 passes a point in front of the predetermined distance Ddsp. Thereby, even if the start timing of the traffic jam SOC control varies, the variation in the display start timing of the traffic jam SOC control can be suppressed, and the driver's uncomfortable feeling can be reduced.

<Description of control flow of each SOC control>
FIG. 10 is a flowchart for explaining the procedure of traffic jam SOC control executed by the HV-ECU 100. The series of processing shown in this flowchart is repeatedly executed at predetermined time intervals when, for example, the system switch of the vehicle 1 is turned on.

  Referring to FIG. 10, HV-ECU 100 determines whether it is the update timing of the prefetch information (step S110). The pre-read information is information on road sections within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route, and information on a control target (target traffic congestion section) searched in the road section. For example, when the travel route of the vehicle 1 is changed (when the vehicle 1 leaves the planned travel route), or when the road traffic information (congestion information) is updated, the prefetch information is updated at a certain time (for example, 1 Minutes), when traveling a certain distance, when passing a control target (target traffic jam section), and the like.

  If it is determined in step S110 that it is the update timing of the prefetch information (YES in step S110), the HV-ECU 100, based on the planned travel route information and road traffic information (congestion information) acquired from the navigation device 130, Search processing for the control target (target traffic jam section) is executed (step S115). This search process will be described later. If it is determined in step S110 that it is not the update timing of the prefetch information (NO in step S110), HV-ECU 100 proceeds to step S120 without executing step S115.

  Next, the HV-ECU 100 determines whether there is a control target (target traffic jam section) on the planned travel route (step S120). More specifically, it is determined whether or not a control target (target traffic jam section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route. If it is determined that there is no control target (target traffic congestion section) on the planned travel route (NO in step S120), the HV-ECU 100 shifts the process to return without executing a series of subsequent processes.

  If it is determined in step S120 that there is a control target (target traffic jam section) on the planned travel route (YES in step S120), the HV-ECU 100 determines the control target (target traffic jam) from the current position of the vehicle 1 based on the prefetch information. The distance dtag (FIG. 9) to the start point of (section) is calculated (step S125). Further, the HV-ECU 100 calculates a distance dend (FIG. 9) from the current position of the vehicle 1 to passing through the control target (target traffic jam section) based on the prefetch information (step S130).

  Then, the HV-ECU 100 determines whether or not the distance dtag calculated in step S125 is less than the distance Dsoc (FIG. 9) (step S135). When distance dtag is equal to or greater than distance Dsoc (NO in step S135), HV-ECU 100 shifts the process to return without performing the subsequent processes.

  If it is determined in step S135 that distance dtag is less than distance Dsoc (YES in step S135), HV-ECU 100 starts traffic jam SOC control (precharge control) (step S140). Specifically, as described in FIG. 5, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sh higher than Sn. As a result, the SOC of power storage device 60 is increased in advance before vehicle 1 enters the control target (target traffic jam section). Note that when the traffic jam SOC control is already being executed, the traffic jam SOC control is continued.

  Subsequently, the HV-ECU 100 determines whether or not the distance dtag calculated in step S125 is less than a predetermined distance Ddsp (FIG. 9) (step S145). As described above, the predetermined distance Ddsp is shorter than the distance Dsoc. If the distance dtag is equal to or greater than the predetermined distance Ddsp (NO in step S145), the HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S145 that the distance dtag is less than the predetermined distance Ddsp (YES in step S145), the HV-ECU 100 indicates that the traffic congestion SOC control (precharge control) is being executed in the HMI device 140. Display is started (step S150). Specifically, an icon 142 (FIG. 8) indicating that precharge control is being performed in the HMI device 140 is displayed. Thus, the driver can recognize that the traffic jam SOC control (precharge control) is being executed. If the traffic congestion SOC control is being executed, if it is already being displayed, the display is continued.

  Next, the HV-ECU 100 determines whether or not the distance dend calculated in step S130 is 0 or less (step S155). If distance dend is greater than 0 (NO in step S155), HV-ECU 100 shifts the process to return.

  If it is determined in step S155 that the distance dend is 0 or less (YES in step S155), the HV-ECU 100 ends the traffic jam SOC control (precharge control) and the display on the HMI device 140 is also ended (step S160). ). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sh to Sn, and hides icon 142 in HMI device 140.

  When the distance dtag from the current position of the vehicle 1 to the start point of the target traffic jam section is less than the distance Dsoc by the series of processes as described above, the traffic jam SOC control is started. Thereafter, until the distance dtag falls below the predetermined distance Ddsp (Ddsp <Dsoc), the HMI device 140 does not display that the traffic congestion SOC control is being executed (NO in step S145), and the distance dtag is equal to the predetermined distance Ddsp. Below (YES in step S145), the HMI device 140 displays that the traffic jam SOC control (precharge control) is being executed.

  FIG. 11 is a flowchart illustrating an example of the control target search process executed in step S115 of FIG. Referring to FIG. 11, HV-ECU 100 acquires planned travel route information from navigation device 130 (step S210). Specifically, the planned travel route information includes road sections constituting the planned travel path, and includes information related to road sections within a predetermined range (for example, 10 km) from the current position of the vehicle 1, and nodes constituting the road section And a set of links and gradient information of each link. Hereinafter, the total number of links (sections) included in the scheduled travel route information is also referred to as “total number of pre-read data”. Furthermore, the HV-ECU 100 acquires road traffic information including traffic jam information from the navigation device 130 (step S215).

  The HV-ECU 100 defines the section (link) to which the current position of the vehicle 1 belongs as the section 1 for the road section acquired as the planned travel route information, and sequentially sets the sections following the section 1 as the sections 2 and 3. ... and so on for convenience. Then, the HV-ECU 100 sets an initial value “1” in the counter i (step S220).

  Next, the HV-ECU 100 determines whether or not a traffic jam has occurred in the section i based on the traffic jam information acquired in step S215 (step S225). Specifically, the traffic jam information includes information on the traffic jam occurrence point and the traffic jam degree (a numerical value corresponding to the traffic jam level). For example, the HV-ECU 100 determines a predetermined value in a corresponding portion of the section i. When a traffic jam with the above traffic level has occurred, it is determined that a traffic jam has occurred in the section i.

  If it is determined in step S225 that traffic jam has occurred in section i (YES in step S225), HV-ECU 100 turns on the traffic jam flag in section i (step S230). On the other hand, if it is determined in step S225 that no traffic jam has occurred in section i (NO in step S225), HV-ECU 100 turns off the traffic jam flag in section i (step S235).

  Then, the HV-ECU 100 determines whether or not the section i is final in the road section acquired as the planned travel route information (step S240). Specifically, the HV-ECU 100 determines whether or not the counter i has reached the value of the total number of pre-read data (the total number of sections included in the scheduled travel route information). If it is determined that section i is not final (NO in step S240), HV-ECU 100 increments counter i (step S245) and returns the process to step S225.

  If it is determined in step S240 that the section i is final (YES in step S240), the HV-ECU 100 specifies a control target (target congestion section) based on the congestion flag and distance information of each section (step S240). S250). For example, there is a single or a plurality of sections where the congestion flag is on (hereinafter also referred to as “congestion section group”), and the length (congestion length) of the congestion section group is longer than the distance L. When the condition is satisfied, the HV-ECU 100 identifies the congestion section group as a control target (target congestion section) of the congestion SOC control. Specifically, for a control target (target traffic jam section), a traffic jam start point and traffic jam end point, a traffic jam length (length of the target traffic jam section), and the like are specified.

  In this manner, the control target (target traffic jam section) is searched in step S115 of FIG.

  FIG. 12 is a flowchart for explaining a processing procedure of the downhill SOC control executed by the HV-ECU 100. The series of processes shown in this flowchart is also repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  Referring to FIG. 12, HV-ECU 100 determines whether it is the update timing of the prefetch information (step S310). Since this process is the same as step S110 in FIG. 10, description thereof will not be repeated.

  If it is determined in step S310 that it is the update timing of the prefetch information (YES in step S310), the HV-ECU 100 is controlled based on the planned travel route information acquired from the navigation device 130 (target downhill section). The search process is executed (step S315). This search process will be described later. If it is determined in step S310 that it is not the prefetch information update timing (NO in step S310), HV-ECU 100 proceeds to step S320 without executing step S315.

  Next, the HV-ECU 100 determines whether or not there is a control target (target downhill section) on the planned travel route (step S320). More specifically, it is determined whether or not a control target (target downhill section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route. If it is determined that there is no control target (target downhill section) on the planned travel route (NO in step S320), HV-ECU 100 shifts the process to return without executing a series of subsequent processes.

  If it is determined in step S320 that there is a control target (target downhill section) on the planned travel route (YES in step S320), HV-ECU 100 determines the control target (target from the current position of vehicle 1 based on the prefetch information. The distance dtag to the starting point of the downhill section is calculated (step S325). Further, the HV-ECU 100 calculates a distance dend from the current position of the vehicle 1 to passing through the control target (target downhill section) based on the prefetch information (step S330).

  Then, the HV-ECU 100 determines whether or not the distance dtag calculated in step S325 is less than the distance Dsoc (FIG. 9) (step S335). When the distance dtag is equal to or greater than the distance Dsoc (NO in step S335), the HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S335 that distance dtag is less than distance Dsoc (YES in step S335), HV-ECU 100 starts downhill SOC control (pre-use control) (step S340). Specifically, as described with reference to FIG. 6, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sd lower than Sn. Thus, the SOC of power storage device 60 is lowered in advance before vehicle 1 enters the control target (target downhill section). If downhill SOC control is already being executed, the downhill SOC control is continued.

  Subsequently, the HV-ECU 100 determines whether or not the distance dtag calculated in step S325 is less than a predetermined distance Ddsp (Ddsp <Dsoc) (step S345). When the distance dtag is equal to or greater than the predetermined distance Ddsp (NO in step S345), the HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S345 that distance dtag is less than predetermined distance Ddsp (YES in step S345), HV-ECU 100 indicates that downhill SOC control (pre-use control) is being executed in HMI device 140. Display is started (step S350). Specifically, an icon 144 (FIG. 8) indicating that pre-use control is being performed in the HMI device 140 is displayed. Thus, the driver can recognize that the downhill SOC control (pre-use control) is being executed. In addition, when the downhill SOC control is being executed, when the display is already being performed, the display is continued.

  Next, the HV-ECU 100 determines whether or not the distance dend calculated in step S330 is 0 or less (step S355). If distance dend is greater than 0 (NO in step S355), HV-ECU 100 shifts the process to return.

  If it is determined in step S355 that the distance dend is 0 or less (YES in step S355), the HV-ECU 100 ends the downhill SOC control (pre-use control) and the display on the HMI device 140 also ends (step S360). ). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sd to Sn, and hides icon 144 in HMI device 140.

  When the distance dtag from the current position of the vehicle 1 to the start point of the target downhill section is less than the distance Dsoc by the series of processes as described above, the downhill SOC control is started. Thereafter, until the distance dtag falls below the predetermined distance Ddsp (Ddsp <Dsoc), the HMI device 140 does not display that the downhill SOC control is being executed (NO in step S345), and the distance dtag is the predetermined distance. If the value is below Ddsp (YES in step S345), the HMI device 140 displays that downhill SOC control (pre-use control) is being executed.

  FIG. 13 is a flowchart illustrating an example of the control target search process executed in step S315 of FIG. Referring to FIG. 13, HV-ECU 100 acquires planned travel route information from navigation device 130 (step S410). Since this process is the same as step S210 of FIG. 11, description thereof will not be repeated. Then, the HV-ECU 100 sets a value “1” to the counter i (step S415).

  Next, the HV-ECU 100 reads the gradient information of the section i (step S420). The gradient information of the section i is stored in the map information DB 134 (FIG. 2) as link information corresponding to the section i, and is attached to the information of the section i included in the scheduled travel route information acquired in step S410. Yes.

  Then, the HV-ECU 100 determines whether or not the section i is final in the road section acquired as the planned travel route information (step S425). If section i is not final (NO in step S425), HV-ECU 100 increments counter i (step S430) and returns the process to step S420.

  If it is determined in step S425 that the section i is final (YES in step S425), the HV-ECU 100 specifies a control target (target downhill section) based on the distance information and gradient information of each section ( Step S435). For example, in a road section acquired as planned travel route information, there are one or a plurality of sections having a downward slope with a road gradient equal to or higher than a predetermined slope (hereinafter also referred to as “downward section group”), and the downstream section. HV-ECU 100 when a predetermined condition such as the difference in elevation between the start point and the end point of the group being equal to or greater than a predetermined elevation difference and the distance of the descending section group being equal to or greater than a predetermined distance is satisfied. Specifies the down section group as a control target (target downhill section) of the downhill SOC control. Specifically, for a control target (target downhill section), a downhill start point and a downhill end point, a downhill length (length of the target downhill section), and the like are specified.

  In this manner, the control target (target downhill section) is searched for in step S315 of FIG.

  FIG. 14 is a flowchart illustrating a processing procedure of uphill SOC control executed by HV-ECU 100. The series of processes shown in this flowchart is also repeatedly executed at predetermined time intervals when the system switch of the vehicle 1 is turned on, for example.

  Referring to FIG. 14, the processing procedure of the uphill SOC control is basically the same as the processing procedure of the downhill SOC control shown in FIG. 12 except for the difference between the uphill and the downhill. Specifically, the processes of steps S510, S525 to S535, S545, and S555 are the same as the processes of steps S310, S325 to S335, S345, and S355 of FIG. This process is different from the processes in steps S315, S320, S340, S350, and S360 of FIG.

  That is, when it is determined in step S510 that the prefetch information is updated (YES in step S510), the HV-ECU 100 is controlled based on the planned travel route information acquired from the navigation device 130 (target uphill). (Section) search processing is executed (step S515). This search process will be described later.

  In step S520, the HV-ECU 100 determines whether there is a control target (target uphill section) on the planned travel route. More specifically, it is determined whether or not a control target (target uphill section) exists within a predetermined range (for example, 10 km) from the current position of the vehicle 1 on the planned travel route.

  If it is determined in step S535 that distance dtag is less than distance Dsoc (YES in step S535), HV-ECU 100 starts uphill SOC control (precharge control) (step S540). Specifically, as described with reference to FIG. 7, HV-ECU 100 changes the target SOC of power storage device 60 from Sn to Sh higher than Sn. Thus, the SOC of power storage device 60 is increased in advance before vehicle 1 enters the control target (target uphill section). Note that, when the uphill SOC control is already being executed, the execution of the uphill SOC control is continued.

  If it is determined in step S545 that distance dtag is less than predetermined distance Ddsp (YES in step S545), HV-ECU 100 is executing uphill SOC control (precharge control) in HMI device 140. The display of being is started (step S550). Specifically, an icon 142 (FIG. 8) indicating that precharge control is being performed in the HMI device 140 is displayed. Thus, the driver can recognize that the uphill SOC control (precharge control) is being executed. If the uphill SOC control is being executed, if it is already being displayed, the display is continued.

  If it is determined in step S555 that the distance dend is 0 or less (YES in step S555), the HV-ECU 100 ends the uphill SOC control (precharge control), and the display in the HMI device 140 is also ended. (Step S560). Specifically, HV-ECU 100 returns the target SOC of power storage device 60 from Sh to Sn, and hides icon 142 in HMI device 140.

  When the distance dtag from the current position of the vehicle 1 to the start point of the target uphill section is less than the distance Dsoc by the series of processes shown in FIG. 14, the uphill SOC control is started. Thereafter, until the distance dtag falls below the predetermined distance Ddsp (Ddsp <Dsoc), the HMI device 140 does not display that the uphill SOC control is being executed (NO in step S545), and the distance dtag is the predetermined distance. If it falls below Ddsp (YES in step S545), it is displayed in HMI device 140 that uphill SOC control (precharge control) is being executed.

  FIG. 15 is a flowchart illustrating an example of the control target search process executed in step S515 of FIG. Referring to FIG. 15, this control target (target uphill section) search process is the same as the control target (target downhill section) search process shown in FIG. 13 except for the difference between the uphill and the downhill. Basically the same. Specifically, the process of step S635 is different from the process of step S435 of FIG.

  That is, when it is determined in step S625 that the section i is final (YES in step S625), the HV-ECU 100 identifies the control target (target uphill section) based on the distance information and the gradient information of each section. (Step S635). For example, in the road section acquired as the scheduled travel route information, there are one or a plurality of sections having an upward slope with a road gradient equal to or higher than a predetermined slope (hereinafter also referred to as “upward section group”), and the upstream section. HV-ECU 100 when a predetermined condition such as the difference in altitude between the end point and the start point of the group is equal to or greater than a predetermined altitude difference and the distance of the uphill group is equal to or greater than a predetermined distance is satisfied. Specifies the uphill group as a control target (target uphill section) of the uphill SOC control. Specifically, the uphill start point and the uphill end point, the uphill length (the length of the target uphill section), and the like are specified for the control target (target uphill section).

  In this way, the control target (target uphill section) is searched in step S515 of FIG.

  As described above, in the first embodiment, after the SOC control is started, the SOC control is performed in the HMI device 140 until the distance from the current position of the vehicle 1 to the start point of the control target falls below the predetermined distance Ddsp. Is not displayed. Therefore, according to the first embodiment, it is possible to reduce the driver's uncomfortable feeling with respect to the display that the SOC control is being executed.

  In particular, with regard to the traffic jam SOC control, there is a possibility that the execution start timing of the traffic jam SOC control may vary. In the first embodiment, after the traffic jam SOC control is started, a predetermined distance Ddsp from the start point of the target traffic jam section. It is displayed on the HMI device 140 that the traffic jam SOC control is being executed at the timing when the vehicle 1 passes through the front point. Thereby, even if the start timing of the traffic jam SOC control varies, the variation in the display start timing of the traffic jam SOC control can be suppressed, and the driver's uncomfortable feeling can be reduced.

[Embodiment 2]
As described above, the SOC control is started and the SOC control is being executed before the vehicle 1 enters the SOC control target (target traffic jam section, target downhill section, or target uphill section). Is displayed on the HMI device 140.

  Here, two control objects are close to each other, and when the display for the next SOC control is started at the end of the first SOC control (the first control object passage time), the first control object has passed. Nevertheless, the display continues and the driver may feel uncomfortable.

  Therefore, in the vehicle according to the second embodiment, even if the display for the next SOC control is requested at the end of the SOC control, the SOC is maintained until a certain time has elapsed after the end of the SOC control. The fact that the control is being executed is not displayed. Then, the display is started after a certain time has elapsed. As a result, the driver can recognize that the first SOC control has ended normally, and can reduce the driver's uncomfortable feeling when the SOC control continues.

  The vehicle according to the second embodiment is the same as the vehicle 1 according to the first embodiment except that a display process is added when SOC control is continuously executed.

  FIG. 16 is a diagram for explaining the display section of the SOC control in the HMI device 140 when the SOC control is continuously executed. Referring to FIG. 16, the horizontal axis indicates each point on the planned travel route of vehicle 1. A section from the point P13 to the point P16 is a control target of SOC control (for example, a target congestion section of the traffic jam SOC control) (hereinafter referred to as “control target (1)”).

  The control section (1) from the point P11a to the point P16 is an SOC control execution section for the control target (1). The display section (1) from the point Pdsp to the point P16 is a section where the HMI device 140 displays that the SOC control for the control target (1) is being executed.

  The section from the point P18 to the point P19 is also a control target of the SOC control (hereinafter referred to as “control target (2)”). The control target (2) may be the same type (target traffic jam section, target downhill section, or target uphill section) as the control target (1), or may be a different type.

  In the example shown in FIG. 16, the interval between the control object (1) and the control object (2) is short, and the distance from the end point P16 of the control object (1) to the start point P18 of the control object (2) is It is shorter than the distances Dsoc and Ddsp that define the execution start timing and display start timing of the SOC control for the control object (2). Therefore, when the SOC control for the control target (1) is completed at the end point P16 of the control target (1), the SOC control for the control target (2) is immediately executed (control section (2)).

  Here, when the vehicle 1 passes the end point P16 of the controlled object (1), the distance from the vehicle 1 to the starting point P18 of the controlled object (2) is already less than the predetermined distance Ddsp with respect to the controlled object (2). ing. At this time, when the display that the SOC control for the control target (2) is being started is started, the display for the control target (1) is continued, and the driver passes the control target (1). Nevertheless, it may be uncomfortable that the display during the execution of the SOC control is continued.

  In the vehicle 1 according to the second embodiment, the HMI device 140 does not display that the SOC control is being executed until a predetermined time has elapsed after the end of the SOC control for the control target (1). In FIG. 16, a section (non-display section) in which the icons 142 and 144 (FIG. 8) are hidden is provided in the HMI device 140 for a certain period of time from the end point P16 to the point P16a of the control target (1). . Thus, the driver can recognize that the SOC control for the control target (1) has been normally completed.

  FIG. 17 is a flowchart for explaining the procedure of traffic jam SOC control executed by HV-ECU 100 in the second embodiment. Referring to FIG. 17, this flowchart is obtained by adding steps S147 and S165 to the flowchart showing the procedure of the traffic jam SOC control in the first embodiment shown in FIG.

  That is, if it is determined in step S145 that the distance dtag is less than the predetermined distance Ddsp (YES in step S145), the HV-ECU 100 determines whether or not the display prohibition flag is OFF (step S147). This display prohibition flag is a flag for prohibiting display that the SOC control is being executed in the HMI device 140, and the above display is prohibited when the display prohibition flag is ON.

  If it is determined in step S147 that the display prohibition flag is OFF (YES in step S147), HV-ECU 100 proceeds to step S150, and traffic congestion SOC control (precharge control) is performed in HMI device 140. An indication that is running is started.

  On the other hand, when it is determined in step S147 that the display prohibition flag is ON (NO in step S147), HV-ECU 100 shifts the process to return without executing the subsequent processes. In this case, the display that the traffic jam SOC control (precharge control) is being executed is not started, that is, the HMI device 140 is prohibited to display that the traffic jam SOC control (precharge control) is being executed. Is done.

  In step S160, when the traffic jam SOC control (precharge control) is finished and the display on the HMI device 140 is also finished, the HV-ECU 100 turns on the display prohibition flag (step S165). Thereby, after passing the control target (target traffic jam section), the HMI device 140 is prohibited from displaying that the SOC control is being executed.

  When the display prohibition flag is turned ON in step S165, the HV-ECU 100 turns the display prohibition flag OFF after a predetermined time has elapsed.

  FIG. 18 is a flowchart showing a procedure of processing for turning off the display prohibition flag by the HV-ECU 100. A series of processing shown in this flowchart is repeatedly executed every predetermined time Δt.

  Referring to FIG. 18, HV-ECU 100 determines whether or not the display prohibition flag is ON (step S710). If the display prohibition flag is OFF (NO in step S710), HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S710 that the display prohibition flag is ON (YES in step S710), HV-ECU 100 adds predetermined time Δt to display prohibition time T (step S720). Then, the HV-ECU 100 determines whether or not the display prohibition time T has exceeded the threshold time Tdsp (step S730). This threshold time Tdsp is a time during which the display of the SOC control in the HMI device 140 is prohibited after the control object passes, and is set to a time at which the driver can confirm the end of the SOC control accompanying the passage of the control object. Is done.

  If it is determined in step S730 that display prohibition time T does not exceed threshold time Tdsp (NO in step S730), HV-ECU 100 shifts the process to return without executing the process of step S740.

  On the other hand, if it is determined in step S730 that display prohibition time T has exceeded threshold time Tdsp (YES in step S730), HV-ECU 100 turns the display prohibition flag OFF and resets display prohibition time T to zero. (Step S740).

  Through the processing described above, the display prohibition flag that was turned on in step S165 in FIG. 17 is turned off after the threshold time Tdsp has elapsed.

  FIG. 19 is a flowchart illustrating a processing procedure for downhill SOC control executed by HV-ECU 100 in the second embodiment. Referring to FIG. 19, this flowchart is obtained by adding steps S347 and S365 to the flowchart showing the processing procedure of the downhill SOC control in the first embodiment shown in FIG.

  That is, when it is determined in step S345 that the distance dtag is less than the predetermined distance Ddsp (YES in step S345), the HV-ECU 100 determines whether or not the display prohibition flag is OFF (step S347). If it is determined that the display prohibition flag is OFF (YES in step S347), HV-ECU 100 proceeds to step S350, and downhill SOC control (pre-use control) is being executed in HMI device 140. Is displayed.

  On the other hand, when it is determined in step S347 that the display prohibition flag is ON (NO in step S347), the HV-ECU 100 shifts the process to return without executing the subsequent processes. In this case, the display that the downhill SOC control (pre-use control) is being executed is not started, that is, the HMI device 140 is prohibited to display that the downhill SOC control (pre-use control) is being executed. Is done.

  In step S360, when the downhill SOC control (pre-use control) is finished and the display on the HMI device 140 is also finished, the HV-ECU 100 turns on the display prohibition flag (step S365). Thereby, after passing the control target (target downhill section), the HMI device 140 is prohibited from displaying that the SOC control is being executed.

  Note that the display prohibition flag turned ON in step S365 is turned OFF after the threshold time Tdsp has elapsed, as described with reference to FIG.

  FIG. 20 is a flowchart illustrating a procedure of uphill SOC control executed by HV-ECU 100 in the second embodiment. Referring to FIG. 20, this flowchart is obtained by adding steps S547 and S565 to the flowchart showing the processing procedure of the uphill SOC control in the first embodiment shown in FIG.

  That is, when it is determined in step S545 that the distance dtag is less than the predetermined distance Ddsp (YES in step S545), the HV-ECU 100 determines whether or not the display prohibition flag is OFF (step S547). If it is determined that the display prohibition flag is OFF (YES in step S547), HV-ECU 100 proceeds to step S550, and uphill SOC control (precharge control) is executed in HMI device 140. Indication of being in is started.

  On the other hand, when it is determined in step S547 that the display prohibition flag is ON (NO in step S547), HV-ECU 100 shifts the process to return without executing the subsequent processes. In this case, the display indicating that the uphill SOC control (precharge control) is being executed is not started, that is, the HMI device 140 is indicating that the uphill SOC control (precharge control) is being executed. Is prohibited.

  In step S560, when the uphill SOC control (precharge control) is finished and the display on the HMI device 140 is also finished, the HV-ECU 100 turns on the display prohibition flag (step S565). Thereby, after passing the control target (target uphill section), the HMI device 140 is prohibited from displaying that the SOC control is being executed.

  Note that the display prohibition flag turned on in step S565 is turned off after the threshold time Tdsp has elapsed, as described with reference to FIG.

  As described above, in the second embodiment, the HMI device 140 does not display that the SOC control is being executed until a certain time (threshold time Tdsp) has elapsed after the end of the SOC control. The display is started after a certain time has elapsed. As a result, the driver can recognize that the SOC control has ended normally. Therefore, according to the second embodiment, it is possible to reduce the driver's uncomfortable feeling when the SOC control continues.

[Modification of Embodiment 2]
In the second embodiment, the fact that the SOC control is being executed is not displayed for a certain period of time, but it may be a certain distance instead of the certain time. That is, it is possible to hide the fact that the SOC control is being executed until the vehicle 1 travels a certain distance after the end of the SOC control (after passing the control target).

  FIG. 21 is a flowchart showing the procedure of the display prohibition flag OFF process executed by the HV-ECU 100 in this modification. The series of processes shown in this flowchart is also repeatedly executed every predetermined time Δt.

  Referring to FIG. 21, HV-ECU 100 determines whether or not the display prohibition flag is ON (step S810). If the display prohibition flag is OFF (NO in step S810), HV-ECU 100 shifts the process to return without executing the subsequent processes.

  If it is determined in step S810 that the display prohibition flag is ON (YES in step S810), HV-ECU 100 is obtained by multiplying vehicle speed VS acquired from vehicle speed sensor 124 (FIG. 2) by predetermined time Δt. Is added to the display prohibition distance L (step S820). Note that the travel distance obtained by counting the number of pulses from the vehicle speed sensor 124 at the predetermined time Δt may be added to the display prohibition distance L. Then, the HV-ECU 100 determines whether or not the display prohibition distance L has exceeded the threshold distance Ldsp (step S830). This threshold distance Ldsp is a travel distance that prohibits display of the SOC control in the HMI device 140 after the control object passes.

  If it is determined in step S830 that the display prohibition distance L does not exceed the threshold distance Ldsp (NO in step S830), the HV-ECU 100 shifts the process to return without executing the process of step S840.

  On the other hand, when it is determined in step S830 that display prohibition distance L has exceeded threshold distance Ldsp (YES in step S830), HV-ECU 100 turns the display prohibition flag OFF and resets display prohibition distance L to zero. (Step S840).

  Through the processing as described above, the display prohibition flag that was turned on in step S165 in FIG. 17, step S365 in FIG. 19, and step S565 in FIG. 20 is turned off after traveling the threshold distance Ldsp.

  In the first and second embodiments described above, the vehicle in which all of the traffic jam SOC control, the downhill SOC control, and the uphill SOC control are implemented has been described. However, a vehicle to which the present disclosure can be applied is a traffic jam SOC control. Any vehicle may be used as long as at least one of downhill SOC control and uphill SOC control is mounted, and the vehicle is not limited to a vehicle on which all SOC control is mounted.

  In the above, second MG 30 corresponds to an embodiment of “motor generator” in the present invention, and HV-ECU 100 corresponds to an embodiment of “control device” in the present invention. HMI device 140 corresponds to an example of a “display device” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present disclosure is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

  1 vehicle, 10 engine, 20, 30 MG, 40 power split device, 50 PCU, 60 power storage device, 80 drive wheel, 100 HV-ECU, 110 BAT-ECU, 120 various sensors, 122 accelerator pedal sensor, 124 vehicle speed sensor, 126 brake pedal sensor, 130 navigation device, 132 navigation ECU, 134 map information DB, 136 GPS receiving unit, 138 traffic information receiving unit, 140 HMI device, 142, 144, 146 icon, 150 CAN.

Claims (6)

A power storage device;
A motor generator capable of generating a driving force using electric power stored in the power storage device, and configured to be capable of regenerative power generation; and
A control device that identifies a control target section that satisfies a predetermined condition in the planned travel route, and executes charge state control for changing the charge state of the power storage device in advance before entering the control target section;
A display device for displaying that the charge state control is being executed,
The controller is
After the charge state control is started, the display device is controlled so as not to display that the charge state control is being executed until the distance to the start point of the control target section is less than a predetermined distance. And
When the distance falls below the predetermined distance, the electric vehicle controls the display device to display that the charge state control is being executed. The controller is
Using the traffic jam information updated at a predetermined time interval, a traffic jam section that satisfies the predetermined condition in the planned travel route is specified as the control target section,
Before entering the traffic jam section, start the charging state control to increase the charging state of the power storage device,
After the charging state control is started, the display device is controlled so as not to display that the charging state control is being executed until the distance to the start point of the congestion section is less than the predetermined distance. The electric vehicle according to claim 1. The controller is
Using the map information including information related to the slope of the road, the downhill section that satisfies the predetermined condition in the planned travel route is specified as the control target section,
Before entering the downhill section, start the charging state control to reduce the charging state of the power storage device,
After the charge state control is started, until the distance to the start point of the downhill section is less than the predetermined distance, the display device is hidden so that the charge state control is being executed. The electric vehicle according to claim 1 to be controlled. The controller is
Using the map information including information on the road gradient, the uphill section that satisfies the predetermined condition in the planned travel route is specified as the control target section,
Before entering the uphill section, start the charging state control to increase the charging state of the power storage device,
After the charging state control is started, until the distance to the starting point of the uphill section is less than the predetermined distance, the display device is hidden so that the charging state control is being executed. The electric vehicle according to claim 1 to be controlled. The controller is
Even when display of the display device for the next charge state control is requested at the end of the charge state control, the charge state control is not performed until a predetermined period has elapsed after the end of the charge state control. Controlling the display device to hide that it is running,
The electric vehicle according to any one of claims 1 to 4, wherein the display device is controlled to start the display after the predetermined period has elapsed. An electric vehicle control method comprising:
The electric vehicle is
A power storage device;
It is possible to generate a driving force using the electric power stored in the power storage device, and a motor generator configured to be capable of regenerative power generation,
The control method is:
Identifying a control target section that satisfies a predetermined condition in the planned travel route;
Performing charge state control for changing the charge state of the power storage device in advance before entering the control target section,
The electric vehicle further includes a display device that displays that the charging state control is being executed,
The control method does not display that the charge state control is being executed until the distance to the start point of the control target section is less than a predetermined distance after the charge state control is started, and the distance The method for controlling the electric vehicle further includes the step of controlling the display device so as to display that the state of charge control is being executed when the distance falls below the predetermined distance.

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